US6434472B1 - Automotive control apparatus and method - Google Patents

Automotive control apparatus and method Download PDF

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Publication number
US6434472B1
US6434472B1 US09/640,008 US64000800A US6434472B1 US 6434472 B1 US6434472 B1 US 6434472B1 US 64000800 A US64000800 A US 64000800A US 6434472 B1 US6434472 B1 US 6434472B1
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United States
Prior art keywords
target value
target
vehicle
deceleration rate
torque
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Expired - Fee Related
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US09/640,008
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English (en)
Inventor
Toshimichi Minowa
Tatsuya Ochi
Satoru Kuragaki
Mitsuo Kayano
Tokuji Yoshikawa
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Hitachi Ltd
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Hitachi Ltd
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Priority to US09/640,008 priority Critical patent/US6434472B1/en
Priority to US09/820,533 priority patent/US6792344B2/en
Application granted granted Critical
Publication of US6434472B1 publication Critical patent/US6434472B1/en
Priority to US10/768,085 priority patent/US7162353B2/en
Priority to US11/619,065 priority patent/US7337046B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/0008—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including means for detecting potential obstacles in vehicle path
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/023—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio shifting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0022—Gains, weighting coefficients or weighting functions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/105—Output torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B60W2720/106—Longitudinal acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1015—Engines misfires
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
    • F02D2200/701—Information about vehicle position, e.g. from navigation system or GPS signal
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
    • F02D2200/702—Road conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/48—Inputs being a function of acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/21—Providing engine brake control
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to an automotive control apparatus and method, or more in particular an apparatus and a method for controlling the output of a power train including an engine, a transmission and driving wheels in accordance with the intention of the driver and the result of recognition of other vehicle running immediately ahead.
  • Japanese Patent Application Laid-open No. JP-A-47862 discloses a method of switching the drive mode of a vehicle in accordance with the driving condition of other vehicle running immediately ahead or in accordance with the intention of the driver of the concerned vehicle, as selectively judged by the driver of the following vehicle.
  • the driver of the own vehicle determines one of the two drive modes by his or her own judgment so that the driver can drive his or her vehicle with the driving force as intended.
  • JP-A-7-189795 and JP-A-8-304548 disclose that an engine and a transmission are controlled with the control parameter such as a driving torque at a output shaft of the transmission.
  • the object of the present invention is to provide an automotive control apparatus and control method, in which a control amount for securing the safety of a vehicle and a control amount for attaining a mode intended for by the driver of the vehicle can be switched while reducing the shock from the power train, thus making it possible to secure the safety and the maneuverability of the vehicle at the same time.
  • the present invention provides an automotive control apparatus, in which fluctuations of at least selected one of the driving torque, the driving force and the acceleration/deceleration rate are suppressed in the case where a deviation beyond a predetermined value occurs between a first target value before change of at least one of the driving torque, the driving force and the acceleration/deceleration rate and a second target value calculated in accordance with the drive mode intended for by the driver or the driving environment ahead.
  • an automotive control apparatus for setting a target value of the driving torque on the output shaft side of the transmission based on at least the accelerator pedal stroke and controlling at least the engine toque in accordance with the target value, comprising means for setting a drive mode intended for by the driver or means for recognizing the driving environment ahead, means for changing a target value in accordance with the signal produced from one of the foregoing two means, and means for suppressing the fluctuations of the driving torque in the case where a deviation of not less than a predetermined value occurs, in switching the target values, between the first target value before change and the second target value calculated according to the above-mentioned signal.
  • an automotive control apparatus comprising means for detecting an actual vehicle acceleration/deceleration rate and means for detecting an actual vehicle speed in addition to the accelerator pedal stroke as a signal used for calculating a target value of the driving torque.
  • an automotive control apparatus in which the torque fluctuation suppression means causes the target value change means to change the first target value first at a predetermined progressive rate for a predetermined length of time from an initial value and switches it to a second target value when the deviation between the first and second target values is reduced to a predetermined level.
  • an automotive control apparatus in which the torque fluctuation suppression means causes the target value change means to switch the second target value to the first target value instantaneously.
  • an automotive control apparatus in which the signal produced by the drive mode setting means or the environment recognition means represents the headway distance and the relative speed with the vehicle running immediately ahead.
  • an automotive control apparatus for setting a target value of the driving torque on the output shaft side of the transmission based on at least the accelerator pedal stroke and the actual vehicle deceleration rate and controlling at least the engine torque and the transmission ratio in accordance with the target value, comprising means for calculating a target value of the rotational speed on the input shaft side of the transmission in accordance with the target value and a target rotational speed limit setting means for setting a limit to the target rotational speed on the input shaft side of the transmission.
  • an automotive control apparatus for setting a target value of the driving torque on the output shaft side of the transmission based on at least the accelerator pedal stroke and the actual vehicle deceleration rate and controlling at least the engine torque and the transmission ratio in accordance with the target value, comprising means for calculating a target value of the transmission ratio in accordance with the target value of the driving torque and target transmission ratio limit setting means for setting a limit to the transmission ratio.
  • an automotive control apparatus for setting at least one of the driving torque, the driving force and the acceleration/deceleration rate on the output shaft side of the transmission as a target value based on at least the accelerator pedal stroke and controlling at least the engine torque in accordance with the target value, comprising means for calculating the driving load of the vehicle, means for calculating the actual deceleration rate of the vehicle, means for calculating a target deceleration rate based on at least the deceleration rate calculated y the deceleration rate calculation means and the accelerator pedal stroke, and means for calculating the target value in accordance with the driving load calculated by the driving load calculation means and the target deceleration rate calculated by the target deceleration rate calculation means.
  • an automotive control apparatus wherein the driving load calculation means is weight rewrite means capable of rewriting the magnitude of the driving load calculated.
  • FIG. 1 is a block diagram showing the process of control according to an embodiment of the present invention.
  • FIG. 2 is a diagram showing a system configuration according to the invention.
  • FIG. 3 is a time chart for changing a first target value to a second target value.
  • FIG. 4 is a time chart for changing a second target value to a first target value.
  • FIG. 5 is a block diagram showing the process of control according to another embodiment of the invention.
  • FIG. 6 is a time chart for controlling a target deceleration rate.
  • FIG. 7 is a time chart for switching between deceleration and acceleration.
  • FIG. 8 is a characteristic diagram schematically showing the transmission ratio control for deceleration.
  • FIG. 9 is a perspective view showing a shift lever 40 for briefly explaining a method of manually setting a critical engine speed.
  • FIG. 10 is a time chart for target deceleration rate control using an actual deceleration rate Gd.
  • FIG. 11 is a time chart for controlling the throttle valve opening during change shift operation.
  • FIG. 12 is a time chart showing a deceleration rate characteristic for different road slopes.
  • FIG. 13 is a block diagram for calculating a target value corresponding to the driving load.
  • FIG. 1 is a block diagram showing the control operation according to an embodiment of the invention.
  • the vehicle control system includes an environment based power train control unit 23 , an engine power train control unit 19 and various sensors and detectors for detecting an accelerator pedal stroke, a vehicle speed, an engine speed, transmission input/output speeds, a headway distance, a relative speed, a steering angle, a throttle opening, a brake depression force and states of some switches.
  • the environment based power train control unit 23 and the engine power train control unit 19 are formed by a microcomputer including MPU and memory devices (not shown).
  • the MPU executes the control programs stored in the memory devices. Every function of every unit included in the environment based power train control unit 23 and the engine power train control unit 19 is implemented in accordance with the control programs.
  • the accelerator pedal depression stroke a and the vehicle speed N o are applied to a first target driving torque calculation unit 1 , where a first target value Ttar 1 is calculated and applied to a target value change unit 2 .
  • the first target value Ttar 1 from the target value change unit 2 is directly substituted into the target value Ttar, so that the target value Ttar is applied directly to a target brake force calculation unit 3 , a target engine torque calculation unit 4 and a target transmission ratio calculation unit 5 .
  • the calculation unit 3 retrieves a brake control range composed of the target value Ttar and the target rotational speed on the transmission input shaft side thereby to calculate a target brake force Bt. This target brake force Bt is applied to a brake actuator 6 thereby to execute the brake control.
  • the target transmission ratio calculation unit 5 calculates a target transmission ratio I t with the target value Ttar and the vehicle speed N o as parameters during acceleration.
  • the engine brake control area composed of the target value Ttar and the target rotational speed on the transmission input shaft side shown in FIG. 8 is retrieved thereby to calculate the target transmission ratio I t .
  • This target transmission ratio I t is applied to a transmission actuator 7 thereby to execute the acceleration control and the engine brake control.
  • the target engine torque calculation unit 4 calculates a target engine torque Tet from the target value Ttar and the target transmission ratio I t , which target engine torque Tet is applied to a target throttle valve opening calculation unit 8 .
  • a target throttle valve opening ⁇ t is calculated and applied to a throttle actuator 9 .
  • an actual transmission ratio Ir providing the ratio between the input shaft rotational speed Nt of the transmission and the vehicle speed N o can be used in place of the target transmission ratio I t , so that the ability of the actual driving torque to follow the target torque Ttar is improved for an improved torque control.
  • the engine torque and the transmission ratio can be controlled to control the acceleration/deceleration rate in a way superior to the prior art, thereby making it possible to drive the vehicle as intended by the driver.
  • a target vehicle speed Vt and a vehicle speed No are applied to a second target driving torque calculation unit 10 , in which a target acceleration/deceleration rate is determined from the deviation between the target vehicle speed Vt and the vehicle speed N o and the time required for reaching the target vehicle speed Vt.
  • a second target value Ttar 2 is calculated using the vehicle weight, the tire radius, the gravity and the driving resistance on flat roads of ordinary altitude.
  • the second target value Ttar 2 is applied to a limit setting unit 11 .
  • the second target value Ttar 2 if it exceeds a target critical driving torque Ttar 2 ′, as shown in FIG. 4, is limited to the critical driving torque Ttar 2 ′.
  • the actuators 6 , 7 , 9 are driven to drive the vehicle with the critical driving torque Ttar 2 ′ or the second target value Ttar 2 as a target value in place of the first target value Ttar 1 for normal drive.
  • the target value is changed this way by the signal of the changeover switch SW.
  • the control logic executed by the driver through the changeover switch SW incorporates a logic for changing the target value automatically in the case where the headway distance St is judged to have dangerously decreased to a considerably small value.
  • the driving environment in front is recognized by a radar or a camera and the result of recognition is applied to the target value change unit 2 , so that the target driving torque is automatically changed from the first target value Ttar 1 to the second target value Ttar 2 .
  • the speed Vs of a following vehicle relative to the speed of the vehicle running immediately ahead, the headway distance St with the vehicle running immediately ahead, the target head-way distance Stt with the vehicle running immediately ahead and the vehicle speed N o of the following vehicle are applied to the second target driving torque calculation unit 1 .
  • a target acceleration/deceleration rate is determined from the difference between the vehicle speed N o and the target vehicle speed Vtt determined from the relative speed Vs, the headway distance St and the target headway distance Stt relative to the vehicle running immediately ahead on the one hand and the time required for reaching a target vehicle speed on the other hand.
  • the second target value Ttar 2 is calculated using the vehicle weight, the tire radius, the gravity and the driving resistance on flat roads of ordinary altitude.
  • FIG. 3 is a time chart for changing from the first to the second target value
  • FIG. 4 is a time chart for changing from the second to the first target value.
  • ⁇ is larger than zero
  • the second target value Ttar 2 is calculated and the target is changed from the first target value Ttar 1 to the second target value Ttar 2 .
  • the deviation ⁇ k between the first target value Ttar 1 and the second target value Ttar 2 assumes a large value. Consequently, once the target value is changed directly at timing a, the actual wheel torque undergoes a change (as in the prior art) to cause uncomfortable to ride.
  • the target value Ttar is steadily increased before a timing b after the lapse of a predetermined time length Ts within the target change means 2 , and the second target value Ttar 2 is not used before the second target value Ttar 2 and the target value Ttar reaches a predetermined value k 1 free of torque change.
  • the fluctuations in the actual wheel torque generated after timing a can be suppressed, thereby making possible a smooth charge in target value, i.e. a consistent transfer to a constant vehicle speed control and a constant headway distance control.
  • FIG. 4 consider the case in which the target driving torque is changed from the second target value Ttar 2 to the first target value Ttar 1 at timing c while the accelerator pedal stroke ⁇ is larger than zero, i.e. while the vehicle is accelerating.
  • the first target value Ttar 1 is calculated from the accelerator pedal stroke ⁇ and the vehicle speed No, and the target is changed from the second target value Ttar 2 to the first target value Ttar 1 .
  • the intention of the driver to accelerate is given priority, and therefore the target value is changed instantaneously.
  • a time constant of about 200 seconds or less can be set at which the feeling of acceleration is not deteriorated.
  • FIG. 2 is a diagram showing a system configuration of the invention.
  • a vehicle body 15 has mounted thereon an engine 16 and a transmission 17 .
  • the driving force transmitted in the power train including the engine 16 and wheels 18 is controlled by an engine power train control unit 19 .
  • This engine power train control unit 19 calculates the first target value Ttar 1 of the driving torque (or the driving force or the acceleration rate), and, in accordance with the target value thus calculated, further calculates a target throttle valve opening ⁇ t (or a target air flow rate), a fuel amount, an ignition timing, a brake pressure Bt, a transmission ratio It and a transmission control oil pressure PL.
  • the fuel amount is controlled by an inlet port injection method which is currently used most widely or a direct injection method high in controllability.
  • the vehicle body 15 also carries a TV camera 20 for detecting the environmental conditions and an antenna 21 for receiving the information on the infrastructure.
  • the image on the TV camera 20 is applied to and processed in an image processing unit 22 to recognize a road slope, the radius of curvature of a corner, traffic signal information, road marks, traffic control situation, other vehicles, pedestrians, obstacles, etc.
  • a driving environment signal produced by this recognition is applied to an environment-based power train control unit 23 .
  • a radar system 24 of FM-CW type or the like is installed on the front part of the vehicle 15 to detect the distance St from or the relative speed Vs with a vehicle running immediately ahead or an object lying ahead.
  • the antenna 21 is connected with an infrastructure information terminal 25 for supplying the infrastructure information by which to detect the conditions of the roads ahead (wet or dry, depth of water pools, snow condition, frozen or not, presence or absence of gravel, etc.), weather information (rainfall, snowfall, etc.), traffic congestion, etc. Further, from the road surface condition, the friction coefficient â between the tire and the road is calculated and applied to the control unit 23 .
  • the second target value Ttar 2 of the driving torque of the power train (or the driving force or acceleration rate) corresponding to the driving environment to be overcome is calculated on the basis of the signals representing the road slope, the corner radius of curvature, the headway distance St, the relative speed Vs, the friction coefficient ⁇ , etc.
  • the calculation result is applied to the control unit 19 .
  • the control unit 19 selects the first target value Ttar 1 or the second target value Ttar 2 according to the signal of the changeover switch SW manipulated by the driver. Assume that the second target value Ttar 2 is selected. Based on this value, i.e. based on the target driving torque corresponding to the driving environment, the throttle valve opening ⁇ t, the fuel amount, the ignition timing, transmission control oil pressure PL, the transmission ratio It and the brake force Bt are calculated. Also, the control unit 19 is supplied with an accelerator pedal stroke ⁇ , a vehicle speed N o , an engine speed Ne, a switch signal Msw (described later), an acceleration sensor signal Gd, a steering wheel angle Sa, etc.
  • FIG. 5 is a block diagram showing the control operation according to another embodiment.
  • the power train controller providing the base of this operation is identical to that shown in FIG. 1 .
  • the difference of this embodiment from the above-mentioned embodiment lies in the engine brake control.
  • the engine brake is controlled by controlling the transmission ratio
  • the embodiment of FIG. 5 newly includes an engine brake control unit 30 and an engine brake actuator 31 .
  • a one-way clutch of the stepped transmission and a clutch for turning on/off the operation of the one-way clutch are used to judge whether the inverse driving force from the tires running on a descendant slope is to be transmitted or not to the engine.
  • This system can realize a smooth deceleration control.
  • FIG. 6 is a time chart for the case in which the target deceleration rate is controlled as described in FIG. 5 .
  • a target driving torque Ttar of negative value is calculated by a combination of the accelerator pedal stroke ⁇ and the vehicle speed N o or a combination of the accelerator pedal stroke ⁇ , the vehicle speed N o and the actual vehicle deceleration rate Gd (described in detail with reference to FIG. 10 ).
  • the target value Ttar of the driving torque is set by the second target value Ttar 2 of the driving torque supplied from the environment-based power train control unit 23 .
  • the target engine torque Tet is set to almost zero, i.e. the vicinity of a minimum value, and further, the target transmission It is set in accordance with the value of the target engine torque Tet to achieve the target driving torque value Ttar.
  • the engine brake control signal Eb it is necessary to turn off the engine brake control signal Eb in order to avoid the feeling of deceleration which otherwise might be caused by the interference between the brake control and the engine brake control by the transmission ratio control.
  • the deceleration is controlled only by the brake control, and therefore the controllability and the maneuverability for deceleration are improved.
  • the period T 11 during which the current transmission ratio is held or the margin of change in transmission ratio is limited is determined by the magnitude of the target value Ttar of the driving torque, etc.
  • a large target value Ttar of the driving torque indicates that a large acceleration rate is required. In such a case, therefore, it is necessary to increase the holding or limiting period, as the case may be.
  • the holding or limiting period is extended to a time point (after the lapse of period T 12 ) when the steering angle Sa returns to zero (i.e. straight run). In the case where the cornering continues, the period can be extended to T 13 .
  • FIG. 8 is a characteristic diagram schematically showing the transmission ratio control for deceleration.
  • the abscissa represents the target rotational speed on the transmission input shaft side (associated with the target transmission ratio I t for a constant vehicle speed N o ), and the ordinate represents the target driving torque value Ttar (i.e. the target deceleration rate) of negative value.
  • the area along the abscissa is for brake control, and the hatched area for the transmission ratio control including the engine brake control.
  • the control level can be set arbitrarily any point over the whole hatched area.
  • the stepped transmission such as a transmission having four steps of transmission ratio for forward drive
  • only the control value can be set on the solid line in the hatched portion.
  • the stepped transmission will be explained.
  • the target value Ttar of the driving torque is set at point A
  • only the transmission ratio intersecting the point A representing the shift position of the first or second speed is selected among those transmission ratios on the four thin solid lines in the hatched portion.
  • the target critical engine speed Nlmt is set to a value at point D as described above, however, the selection of the second speed associated with a larger value than that the one at point D is impossible, resulting in unavoidable selection of the first speed.
  • the deceleration rate is associated with point E and the target deceleration rate cannot be achieved. Therefore, the engine torque is increased to set the target critical engine speed Nlmt to point D.
  • the engine torque is increased by increasing the throttle valve opening or by increasing the fuel amount.
  • FIG. 9 is a perspective view of a shift lever 40 for briefly explaining a method of setting the manual critical engine speed by the manual critical engine speed setting switch Msw of FIG. 8 .
  • the operation of the shift lever 40 can select an economy mode (EM), a normal drive mode (NDM) and a sport mode (SM).
  • NDM the critical engine speed for engine brake is set at a predetermined value as low as about 1500 rpm to prevent a high deceleration rate.
  • ED the fuel consumption is a more important factor than the engine speed, and therefore a transmission ratio is set taking the fuel consumption into consideration.
  • the engine brake range is widened as far as possible while satisfying a target deceleration rate, and fuel supply is suspended to reduce the fuel consumption.
  • the target critical engine speed Nlmt of FIG. 8 can be set by the operation of the driver.
  • the target critical engine speed Nlmt is increased to HIGH position or decreased to LOW position of FIG. 9 by manipulating the shift lever 40 several times repeatedly.
  • the resulting magnitude is detected by the manual critical engine speed setting switch Msw.
  • the signal from the manual critical engine speed setting switch Msw is applied to an engine power train control unit 19 , and the target critical engine speed Nlmt is set by the transmission ratio limiter 35 .
  • the target critical engine speed Nlmt is output to a display unit 41 from the engine power train control unit 19 , and thus the driver is informed of the current drive mode in such a form as SPORT MODE, LIMITER REV 4000 RPM.
  • the acceleration/deceleration rate is controlled with stress placed on safety in whichever mode.
  • the target transmission ratio It is set from the fourth speed to the third speed when the brake pedal is not actuated and from the fourth speed to the second speed when the brake pedal is actuated, based on the transmission ratio control described with reference to FIG. 8 . Also, the target throttle valve opening ⁇ t is controlled during the speed change in order to improve the speed change response. A detailed explanation will given below with reference to FIG. 11 .
  • FIG. 11 is a time chart for throttle valve opening control during speed change.
  • the transmission ratio is required to be changed in large steps, and therefore auxiliary control by the engine torque control applies effectively.
  • whether the speed is undergoing a change is determined using the actual transmission ratio Ir, and judgment is made as to whether the transmission ratio Ir has reached a value associated with the time k 2 for starting the throttle control.
  • the time k 2 has arrived, the engine speed expected to change after speed change operation is predicted, and the throttle valve opening corresponding to the particular engine speed is calculated and output.
  • the oil pressure PL supplied to the clutch of the transmission in the process is reduced beforehand at the time point of generation of a transmission start command signal. This makes possible a rapid shift-down operation.
  • the throttle control is terminated for increasing the engine speed, and the process proceeds to the step of decreasing the target deceleration rate described with reference to FIG. 8 .
  • an oil pressure PL corresponding to the target engine torque Tet i.e. the target throttle opening ⁇ t is set upward.
  • the target deceleration control makes shift-down difficult with the decrease in engine speed, and therefore makes indispensable the cooperative control of the throttle valve opening and the oil pressure shown in FIG. 11 .
  • the driving torque calculation unit 47 determines the driving torque To from the torque converter characteristic and the transmission ratio undergoing an abrupt change in initial stages of the speed change.
  • the driving torque is calculated in a similar manner to the method described in detail in JP-A-6-207660.
  • the driving torque To, the deceleration rate Gd and the vehicle speed N o are applied to the driving load calculation unit 48 thereby to calculate the driving load TL.
  • the driving load TL is expressed by a functional equation. Actually, however, it can be determined from the following equation (1) for vehicle drive.
  • Iv is the inertial mass of the vehicle.
  • the driving load TL and the target deceleration Gdt are applied to the first target driving torque calculation unit 1 thereby to calculate the first target value Ttar.
  • This conversion equation is based on equation (1).
  • the first target value Ttar can alternatively be determined by experiments from the actual vehicle characteristics.
  • the calculations including and subsequent to the target engine torque calculation unit 4 are similar to the corresponding calculations in FIG. 1 .
  • a rewrite switch signal that can be manipulated by the driver is applied to a weight rewrite unit 49 and thus the deceleration on an ascending or descending slope can be freely changed.
  • the weight b calculated in the weight rewrite unit 49 is input to the driving load calculation unit 48 , thereby making it possible to change the magnitude of the driving load TL.
  • control logic suppresses the fluctuations of the torque produced from the power train when switching between the control amount for securing the vehicle safety and the control amount for achieving the mode intended for by the driver.
  • an acceleration rate or a deceleration rate not intended for by the driver is prevented.
  • the deceleration rate required by the driver is obtained in all driving environments including flat roads at normal altitude and ascending and descending slopes. A comfortable ride and a safety compatible with a superior maneuverability can thus be realized.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Transmission Device (AREA)
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US09/820,533 US6792344B2 (en) 1997-04-25 2001-03-30 Automotive control apparatus and method
US10/768,085 US7162353B2 (en) 1997-04-25 2004-02-02 Automotive control apparatus and method
US11/619,065 US7337046B2 (en) 1997-04-25 2007-01-02 Automotive control apparatus and method

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EP0874149A2 (de) 1998-10-28
EP0874149A3 (de) 1999-10-20
EP1445452A3 (de) 2006-01-18
KR19980081709A (ko) 1998-11-25
EP1445452B1 (de) 2008-06-11
EP1445452A2 (de) 2004-08-11
DE69831623T2 (de) 2006-07-13
EP0874149B1 (de) 2005-09-21
DE69831623D1 (de) 2006-02-02
DE69839616D1 (de) 2008-07-24

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